Railway-switch-operating apparatus.



RAILWAY SWITCH OPERATING APPARATUS.

(Application filed Aug. 8, 1900. Inland Juno 8, 1901.) (lo Iodel.) 3Sheets-Shunt I.

Patented July 30, I901.

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Patantad July so, 1901.

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W. D. WOOD.

RAILWAY SWITCH OPERATING APPARATUS.

(Application filed Aug. 8, 1900. lenewed June 8, 1901.)

(No Model.)

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Patontod July 30, MIL

w. n. woou. RAILWAY SWITCH OPERATING APPARATUS.

[Applicafiion fllad Aug. 8, 1900. Renewed June 8, 1901.) (No Model.) 3Shasta-Shoat 3.

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' Unr'rnn STATES PATENT CFFICE.

\VILLIAM DUESENBERRY WOOD, OF WEST HAVEN, CONNECTICUT.

RAlLWAY-SWlTCH-OPERATING APPARATUS.

a SPECIFICATION forming part of Letters Patent No. 679,582, dated July30, 1901. Application filed August 8, 1900. Renewed June 8, 1901. SerialNo. 63,798. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM DUESEN- BERRY Woon, a citizen of the UnitedStates, residing at West Haven, in the county of New Haven and State ofConnecticut, have invented certain new and useful Improvements inRailway-Switch-Operating Apparatus, of which the following is a full andcomplete specification, such as will enable those skilled in the art towhich it appertains to make and use the same.

This invention relates to railWay-switch-opcrating apparatus; and theobject thereof is to provide an improved apparatus of this class whichis designed to be operated from a car and which is also particularlydesigned for use in connection with train-railways and tram-cars.

The invention is fully disclosed in the following specification, ofwhich the accompanying drawings form a part, in which Figure 1 is a planview of a section of a railway, showing the switch and one form of myimproved switch-operating apparatus or the parts thereof connected withthe track; Fig. 2, a View similar to Fig. 1, showing a modification;Fig. 3, a section on the line 3 3 of Fig. 2; Fig. 4c, a section on theline 4 4. of Fig. 2; and Fig. 5, a view similar to Figs. 1 and 2,showing a modification.

In the drawings forming part of this specification the separate parts ofmy improvernent are designated by suitable reference characters in eachof the views, and in said drawings, reference being made to Fig. 1, Ihave shown at 7 the main rails of a railwaytrack and at 8 the rails of aswitch, and in the practice of my invention I provide an ordinaryswitch-tongue 9, which is pivoted at 10 and provided with a rigidcrank-arm 11, which projects transversely of the main track andsubstantially at right angles to the switch-tongue.

Pivoted to suitable supports at 12 and 13 are levers 14 and 15, saidlevers being pivoted between the pivotal point 10 of the switch-tongueand the longitudinal center of the main track, and the ends of saidlevers which extend in the direction of the switchtongue are preferablycurved in the direction of the rigid crank-arm 11, and said rigidcrank-arm is preferably provided at its inner or free end with prongs orprojections 16. The inner ends of the levers 12 and 15 are provided,respectively, with operating rods or bars 17 and 18, which are pivotallyconnected therewith, as shown at 19, and these rods or bars 17 and 18extend along the main track, between the rails 7 thereof, to apredetermined point at 20, where they are pivotally connected,respectively, with pivoted levers 21 and 22, which range transversely ofthe track and preferably both in the same direction, and pivotallysupported adjacent to the free end of the lever 22 and on the sidethereof adjacent to the switch is a crank-pin 23, one end of which isarranged vertically and passes through a support 24, seou red to theadjacent rail 7, and into a cross-bar 25, secured between the rails ofthe track, and said crankpin is provided between the supports 24 and 25with a cam 26, (shown in dotted lines in Fig. 1 and exactly similar to acorresponding part shown in Fig. 4,) and one end of the arm of thecrank-pin 23 projects inwardly transversely of the track in thedirection of the rod or bar 18, and said end of said crank-pin is in ahigher plane than the lever 22, and the cam 26, connected with thevertical portion of the crank-pin 23, is in the same plane as said lever22. Another crank-pin 27, similar to the pin 23, is pivoted betweensuitable supports 28 and 29, also arranged transversely of the track,and the crank-pin 27 is provided with a cam 30, which operates the lever21, and the horizontal end of said crank-pin 27 projects transversely ofthe track in the di rection of the end of the rod or bar 17 and abovethe lever 21, this construction being exactly similar to that of thecrank-pin 23 and also similar to that shown in Fig. 4..

Arranged longitudinally of the track and over the lever 22 and crank-pin23 are parallel bars 31, secured to suitable transverse supports 32, andsimilar parallel bars 33 are arranged longitudinally of the track overthe lever 21 and crank-pin 27 and are also secured to the transversesupports 32, and between the parallel bars 31 and 32 are longitudinalspaces '34.. It will be observed that the horizontal portion of thecrank-pins 23 and 27 project transversely of and beneath the parallelrods or bars 31 and 33, respectively, and these crank-pins are inpractice operated by vertically-movable rods or levers connected withthe platform of a car and adapted to be depressed into the spaces 34between the parallel bars 31 and 33 for the purpose of operating theswitch as the car passes along the track. The car and theverticallymovable rods or levers connected therewith are of the usualconstruction and are not shown for the reason that they form no part ofthis invention, and the operation of this form of apparatus will bereadily understood from the foregoing description when taken inconnection with the accompanying drawings and the following statementthereof.

Suppose a car to be moving along the track in the direction of the arrowa and the switchtongue to be in the position shown in Fig. 1. In thisposition of the switch tongue the switch is open and the car would takethe switch or sidetrack. If, however, it is not desired for the car totake the switch, one of the rods or levers connected with the car andhereinbefore referred to is depressed into the slot 34 between theparallel bars 31, and the crank-pin 23 is operated thereby, and the cam26 on said pin moves the free end of the lever 22 backwardlyor in adirection opposite to that of the switch. This forces the rod or bar 18forwardly in the direction of the switch, and the lever 15, connectedwith the forward end of said rod or bar, operates the arm 11 of theswitch-tongue 9 and throws the switchtongue over, so that the car isenabled to proceed on the main track. One of the rods or leversconnected with the car is operated in the same manner to operate thecrank-pin 27, by means of which the rod or bar 17 is operated to openthe switch, so that the car will take the side track.

In the construction shown in Fig. 2 I have shown the main rails 7 of arailway-track, also the rails 8 of a right-hand switch or side track(shown in Fig. 1) and the rails 35 of an additional or left-hand switchor side track, whereby a double switch is formed, and two separateswitch-tongues 36 and 37 are em ployed. These switch-tongues are pivotedat 38 and are provided, respectively, with inwardly-directed arms 39 and40, which are rigidly connected therewith, said arms being directedinwardly, toward the center of the track, and pivotally connected withthe arms 39 and 40, respectively, are operating rods or bars 41 and 42.The operating rods or bars 41 and 42 extend along the track apredetermined distance and are provided, respectively, with levers 43and 44, which are pivotally supported at 45 and the free ends of whichproject in opposite directions transversely of the track, and saidlevers 43 and 44 are operated, respectively, by crank-pins 46 and 47,exactly similar to the crank-pins 23 and 27, said crank-pins 46 and 47being provided with a vertical portion and a horizontal arm and beingpivoted in supports 48 and 49 and each being provided with a cam 50.(Shown in dotted lines in Fig. 2 and in full lines in Fig. 4.) Thehorizontal portions of the crank-pins 46 and 47, which operate thelovers 43 and 44, both extend inwardly, and arranged over the saidcrank-pin 46 longitudinally of the track are two parallel bars 51,between which is a slot 52, and over the crank-pin 47, longitudinally ofthe track, are two similar horizontal bars 53, between which is a slot54, and the horizontal portion of the crank-pin 46 passes through slots55 in the parallel bars 51 and the horizpntal portion of the crank-pin47 passes through similar slots in the parallel bars 53, and theparallel bars 51 and 53 are secured to transverse supports 56. It willbe observed that all of this construction is similar to correspondingparts shown in Fig. 1, with the exception that both of the crank-pins 46and 47 are placed between the levers which they operate and the switch.The arms 39 and 40 of the switchtongues 36 and 37 are also provided,respectively, with pivoted rods or bars 57 and 58,

which extend in the same direction as the rods or bars 41 and 42, butwhich are much longer, and said rods or bars 57 and 58 are pivotallyconnected, respectively, with levers '59 and 60, which are pivotallysupported at 61, and the levers 59 and 60 extend inwardly f or towardthe longitudinal center of the main track and are pivotally connected,respectively, with supplemental rods or bars 62 and 63, which arerespectively pivotally connected with levers 64 and 65, pivotallysupported at 66, and the free ends of which project in oppositedirections and terminate adjacent to the opposite rails of the maintrack, and pivotally supported in each of said rails and on the sides ofthe levers 64 and 65, adjacent to the switch,are angle-fingers 67 and 68by means of which the levers 64 and 65 are op erated,.so as to force thesupplemental rods or bars 62 and 63 in the direction of the switch. Theangle-fingers 67 and 68 are designed to be operated by the wheels of acar, and the crank-pins 46 and 47 are designed to be operated byvertically-movable rods or levers connected with a car in the samemanner as the crankpins 23 and 27, (shown in Fig. 1,) and the operationof this form of construction will be readily understood from theforegoing description when taken in connection with the accompanyingdrawings and the following statement thereof. Suppose the switchtongues36 and 37 to be in the position shown in the drawings and a car to bemoving on the main track in the direction-of the arrow 13. With theswitch-tonguesin the position shown the car would proceed on the. maintrack, and the angle-fingers 67 and 68 and the levers 64 and 65 wouldnot .be operated. If it is desired for the car to take the left-handswitch, the crank-pin 46 is operated by depressing a rod or leverconnected with the car into the slot 52 between the parallel bars 51.This operation forces the rod or bar 41 forwardly and opens theleft-hand switch, and if it is desired for the car to take the righthandswitch the crank-pin 47 is operated in the same manner, and no matterwhich switch be open or if both switches be open a car when approachingthe same will operate the angle-fingers 67 and 68 so as to close saidswitch or switches and allow the car to proceed on the main track. Itwill be observed that a car in passing over the angle-fingers 67 and 68always operates to close the switch or switches and allow the car toproceed on the main track and that either switch may be opened, ashereinbefore described, by operating the crank-pins 46 and 47.

In the construction shown in Fig. 5 the rails 7 of the main track areemployed, as are also the rails 8 of the right-hand switch, and aswitch-tongue 70 is pivoted at 71 and provided with arigid arm 7 2,whichprojects transversely of the track and is provided with a head 73, withwhich is connected a rod or bar 74, which projects along the main trackbetween the rails thereof in a direction opposite to the switch, andwith another pivoted rod or bar 75, which extends along the rails of theside track or switch and between the same and is pivotally connected at76 with alever 77, pivotally supported at 78, and the other end of whichis pivotally connected at 79 with a supplemental rod or bar 80, whichextends farther along the side track or switch and is pivotallyconnected at 81 with a lever 82, pivotally supported at 83 and operatedby an angle-finger 84, pivoted in the outer rail of the side track orswitch. In this form of construction the rod or bar 74 may be operatedby a crankpin similar to the crank-pins 23, 27, 46, and 47, hereinbeforedescribed, so as to either open or close the switch, and if the switchbe opened, so that a car takes the side track, as the said car proceedsit will operate the crank-finger 84, which is similar to thecrankfingers 67 and 68, so as to close the switch and allow the nextsucceeding car to proceed on the main track.

My improved switch-operating apparatus is simple in construction andoperation and well adapted to accomplish the result for whichit isintended, and it will be apparent that changes in and modifications ofthe construction herein described may be made without departing from thespirit of my invention or sacrificing its advantages.

Having fully described my invention, I claim as new and desire to secureby Letters Patent- 1. A switch-operating apparatus, comprising a pivotedswitch-tongue provided at its pivoted end with a rigid arm whichprojects transversely of the track, a rod or bar movable longitudinallyof the track and adapted to operate said arm and said switch-tongue, acrank-pin mounted between the rails of the track and connected with saidrod or bar, and provided with a horizontal portion which projectstransversely thereof, and parallel bars mounted over said crank-pin andbetween which is a longitudinal slot, said crankpin being adapted to beoperated by a device connected with a car and adapted to be depressedinto said slot, substantially as shown and described.

2. A switch-operating apparatus, comprising a pivoted switch-tongueprovided at its pivoted end with a rigid arm which projects transverselyof the track, a lever pivoted on each side of said arm and adapted tooperate the same in opposite directions, a rod or bar pivotallyconnected with each of said levers and extending longitudinally of thetrack, and provided at the ends opposite the switchtongue, with pivotedlevers, and pivoted crank-pins adapted to operate said last-namedlevers, substantially as shown and described.

3. A switch-operating apparatus, comprising a pivoted switch-tonguehaving at its pivoted end a rigid arm which projects transversely of thetrack, levers pivoted on the op posite sides of said arm adapted tooperate the same, rods or bars pivotally connected with said levers andextending along the track, and provided at their ends opposite theswitchtongue with other pivoted levers, crank-pins pivotally supportedadjacent to said lastnanied levers, and provided with cams which areadapted to operate the latter, and parallel bars mounted over each ofsaid crank-pins and separated by longitudinal slots, said crank-pinsbeing adapted to be operated by devices connected with a car and adaptedto be depressed into said slots, substantially as shown and described.

4. A double switch-operating apparatus, comprising two pivotedswitch-tongues, each of which is provided at its pivoted end with aninwardly-directed rigid arm, rods or bars pivotally connected with saidarms and extending along the track, levers connected with said rods orbars, supplemental rods or bars connected with said levers, supplementallevers connected with said supplemental rods or bars, said last-namedlevers being operated by angle-fingers pivotally supported, and adaptedto be operated by the wheels of a car so as to close the switch,substantially as shown and described.

5. A double switch-operating apparatus, comprising two pivotedswitch-tongues, each of which is provided at its pivoted end with aninwardly-directed rigid arm, rods or bars pivotally connected with saidarms and eX- tending along the track, levers connected with said rods orbars, supplemental rods or bars connected with said levers, supplementallevers connected with said supplemental rods or bars, said last-namedlevers being operated by angle-fingers pivotally supported and adaptedto be operated by the wheels of a car so as to close the switch, thearms of said switch-tongues being also provided with pivoted rods orbars, and devices connected therewith and adapted to be operated byother devices connected with a car for opening the switches,substantially as shown and described.

6. A switch-operating apparatus, comprising a pivoted switch-tonguehaving at its pivoted end a rigid arm which projects trans versely ofthe track, two levers pivotally supported at the opposite sides of saidarm, each of which is provided with a pivoted rod or bar which extendsalong the main track, pivotally-supported devices for operating saidrods or bars, said last-named devices being adapted to be operated fromthe platform of a car, substantially as shown and described.

-7. A switch-operating apparatus, compris ing a pivoted switch-tonguehaving at its pivoted end a rigid arm which projects transversely of thetrack, a rod or bar connected therewith and extending along the trackand adapted to be operated by the wheels of a car to close the switch,and another rod or bar connected with said arm and extending along thetrack in the same direction as the firstnamed rod or bar, andpivotally-supported devices for operating the last-named rod or bar,said pivotally-supported devices being adapted to be operated from theplatform of a car, substantially as shown and described.

In testimony that I claim the foregoing as my invention I have signed myname, in presence of the subscribing witnesses, this 27th day of July,1900.

WILLIAM DUESENBERRY WOOD.

Witnesses:

GEORGE H. THOMAS, WALTER A. MAIN.

